Airbag cushion exhibiting low fabric usage and simultaneously high available inflation volume

ABSTRACT

The present invention relates to an airbag cushion, which simultaneously exhibits a very low amount of fabric utilized to produce the target airbag cushion in correlation to an overall high amount of available inflation airspace within the cushion itself. These two correlative elements are now combined for the first time in what is defined as an effective fabric usage index (being the quotient of the amount of fabric utilized in the construction of the airbag cushion and the available inflation airspace volume). The inventive airbag cushion must possess an effective fabric usage factor of at most 0.0330. A cushion exhibiting such low seam usage and fabric usage factors and also comprising an integrated looped pocket for the disposition of an inflator can is also provided as well as an overall vehicle restraint system comprising the inventive airbag cushion.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of application Ser. No. 09/995,314now abandoned, filed Nov. 27, 2001, which was a continuation of09/364,130, filed on Jul. 30, 1999, which is now U.S. Pat. No.6,375,219. These parent applications are entirely incorporated byreference herein.

FIELD OF THE INVENTION

The present invention relates to an airbag cushion which simultaneouslyexhibits a very low amount of fabric utilized to produce the targetairbag cushion in correlation to an overall high amount of availableinflation airspace within the cushion itself. These two correlativeelements are now combined for the first time in what is defined as aneffective fabric usage index (being the quotient of the amount of fabricutilized in the construction of the airbag cushion and the availableinflation airspace volume). The inventive airbag cushion must possess aneffective fabric usage factor of at most 0.0330. A cushion exhibitingsuch low seam usage and fabric usage factors and also comprising anintegrated looped pocket for the disposition of an inflator can is alsoprovided as well as an overall vehicle restraint system comprising theinventive airbag cushion.

BACKGROUND OF THE PRIOR ART

All U.S. patents cited herein are hereby fully incorporated byreference.

Inflatable protective cushions used in passenger vehicles are acomponent of relatively complex passive restraint systems. The mainelements of these systems are: an impact sensing system, an ignitionsystem, a propellant material, an attachment device, a system enclosure,and an inflatable protective cushion. Upon sensing an impact, thepropellant is ignited causing an explosive release of gases filling thecushion to a deployed state which can absorb the impact of the forwardmovement of a body and dissipate its energy by means of rapid venting ofthe gas. The entire sequence of events occurs within about 30milliseconds. In the undeployed state, the cushion is stored in or nearthe steering column, the dashboard, in a door, or in the back of a frontseat placing the cushion in close proximity to the person or object itis to protect.

Inflatable cushion systems commonly referred to as air bag systems havebeen used in the past to protect both the operator of the vehicle andpassengers. Systems for the protection of the vehicle operator havetypically been mounted in the steering column of the vehicle and haveutilized cushion constructions directly deployable towards the driver.These driver-side cushions are typically of a relatively simpleconfiguration in that they function over a fairly small well-definedarea between the driver and the steering column. One such configurationis disclosed in U.S. Pat. No. 5,533,755 to Nelsen et al., issued Jul. 9,1996, the teaching; of which are incorporated herein by reference.

Inflatable cushions for use in the protection of passengers againstfrontal or side impacts must generally have a more complex configurationsince the position of a vehicle passenger may not be well defined andgreater distance may exist between the passenger and the surface of thevehicle against which that passenger might be thrown in the event of acollision. Prior cushions for use in such environments are disclosed inU.S. Pat. No. 5,520,416 to Bishop, issued May 28, 1996; U.S. Pat. No.5,454,594 to Krickl issued Oct. 3, 1995; U.S. Pat. No. 5,423,273 toHawthorn et al. issued Jun. 13, 1995; U.S. Pat. No. 5,316,337 to Yamajiet al. issued May 31, 1994; U.S. Pat. No. 5,310,216 to Wehner et al.issued May 10, 1994; U.S. Pat. No. 5,090,729 to Watanabe issued Feb. 25,1992; U.S. Pat. No. 5,087,071 to Wallner et al. issued Feb. 11, 1992;U.S. Pat. No. 4,944,529 to Backhaus issued Jul. 31, 1990; and U.S. Pat.No. 3,792,873 to Buchner et al. issued Feb. 19, 1974, all of which areincorporated herein by reference.

The majority of commercially used restraint cushions are formed of wovenfabric materials utilizing multifilament synthetic yarns of materialssuch as polyester, nylon 6 or nylon 6,6 polymers. Representative fabricsfor such use are disclosed in U.S. Pat. No. 4,921,735 to Bloch issuedMay 1, 1990; U.S. Pat. No. 5,093,163 to Krummheuer et al. issued Mar. 3,1992; U.S. Pat. No. 5,110,666 to Menzel et al. issued May 5, 1992; U.S.Pat. No. 5,236,775 to Swoboda et al. Aug. 17, 1993; U.S. Pat. No.5,277,230 to Sollars, Jr. issued Jan. 11, 1994; U.S. Pat. No. 5,356,680to Krummheuer et al. Oct. 18, 1994; U.S. Pat. No. 5,477,890 toKrummheuer et al. issued Dec. 26, 1995; U.S. Pat. No. 5,508,073 toKrummheuer et al., issued Apr. 16, 1996; U.S. Pat. No. 5,503,197 toBower et al. issued Apr. 2, 1996 and U.S. Pat. No. 5,704,402 to Bowen etal. issued Jan. 6, 1998, all of which are incorporated herein byreference.

As will be appreciated, the permeability of the cushion structure is animportant factor in determining the rate of inflation and subsequentrapid deflation following the impact event. In order to control theoverall permeability of the cushion, it may be desirable to usediffering materials in different regions of the cushion. Thus, the useof several fabric panels in construction of the cushion may prove to bea useful design feature. The use of multiple fabric panels in thecushion structure also permits the development of relatively complexthree dimensional geometries which maybe of benefit in the formation ofcushions for passenger side applications wherein a full bodied cushionis desired. While the use of multiple fabric panels provides severaladvantages in terms of permeability manipulation and geometric design,the use of multiple fabric panels for use in passenger side restraintcushions has historically required the assembly of panels havingmultiple different geometries involving multiple curved seams.

As will be appreciated, an important consideration in cutting panelstructures from a base material is the ability to maximize the number ofpanels which can be cut from a fixed area through close-packed nestingof the panels. It has been found that minimizing the number of differentgeometries making up panels in the cushion and using geometries withsubstantially straight line perimeter configurations generally permitsan enhanced number of panels to be cut from the base material. The useof panels having generally straight line profiles has the added benefitof permitting the panels to be attached to one another usingsubstantially straight seams or be substantially formed during theweaving process using a jacquard or dobby loom. Such a straight seamconfiguration provides a more cost-effective method of producing suchairbags. The term “seam” denotes any manner or method of connectingseparate fabric panels or separate portions of a single fabric panel.Thus, sewing (with thread, for example), welding (with ultrasonicstitching, for example), or weaving panels or portions together (with ajacquard or dobby loom, for example), and the like, may be employed forthis purpose.

However even with the utilization of substantially straight seams toproduce airbags cushions, a problem still resides in the need forlabor-intensive cutting and sewing operations for large-scalemanufacture. Furthermore, since the costs of producing airbag fabricsare relatively high and there is a general need to reduce such costs,there is a consequent need to more efficiently make use of the fabric bylowering the amount which needs to be cut (cutting operations alsotranslate into higher labor costs), reducing the amount of fabric usedin order to provide substantially lower packing volumes (in order toreduce the size of the airbag modules in cars since available space ondashboards, doors, and the like, are at a premium within automobiles),and reducing the shipping weight of such products (which translates intolower shipping costs), as well as other highly desired reasons. However,it has been problematic to reduce such utilized fabric amounts in thepast without consequently also reducing the available inflation airspacevolume within the cushion product. There is a need then to reduce theamount of time to produce airbag cushions while simultaneously providingthe lowest amount of fabric and simultaneously allow for a sufficientvolume of air (gas) to inflate the target airbag cushion during aninflation event (herein described as “available inflation airspace””).Such a desired method and product has not been available, particularlyfor passenger-side airbags which, as noted previously require a greateramount of fabric for larger volumes of air (gas) to provide the greatestamount of protection area to a passenger. With greater amounts of fabricneeded, generally this has translated into the need for longer seams toconnect and attach fabric panels, which in turn translates into greateramounts of time needed for sewing, and the like, operations.Furthermore, there has not been any discussion within the prior art ofthe possibility of simultaneously reducing the amount of the requiredamount of utilized fabric while providing sufficient volumes ofavailable inflation airspace within the target airbag cushion. Thus, aneed exists to produce high available inflation airspace volume airbagcushions with a minimal requirement in fabric utilization to manufacturethe overall cushion product. As noted above, the prior art has notaccorded any advancements or even discussions to this effect.

SUMMARY OF THE INVENTION

In view of the foregoing, it is a general object of the presentinvention to provide a cost-effective, easy to manufacture airbagcushion for utilization within a vehicle restraint system. The term“Vehicle restraint system” is intended to mean both inflatable occupantrestraining cushion and the mechanical and chemical components (such asthe inflation means, ignition means, propellant, and the like). It is amore particular object of the present invention to provide a vehiclerestraint system wherein the target airbag cushion preferably comprisesvery low amounts of fabric and comprises all substantially straightseams to attach its plurality of fabric components together (although asnoted above, other configured seams may also be used as long the overallrequired effective seam usage factor is met). A further object of thisinvention is to provide an easy-to-assemble airbag cushion which isminimally labor-intensive to manufacture, requires much lower fabriccosts due to a substantial reduction in the overall requirement ofutilized fabric amounts, and which also comprises an integrated loopedpocket for the disposition of an inflator can within the airbag cushion.It is still a further object of this invention to provide a vehiclerestraint system comprising an airbag cushion which provides the maximumamount of available inflation airspace volume simultaneously with thelowest length of seam (or seams) and lowest amount of utilized fabricnecessary to manufacture the cushion. Another object of the invention isto provide a method of making a low cost airbag cushion (due to lowlevels of labor required to sew the component parts together and reducedamount of fabric to manufacture and cut) of simple and structurallyefficient design.

To achieve these and other objects and in accordance with the purpose ofthe invention, as embodied and broadly described herein, the presentinvention provides an airbag cushion having at least one fabriccomponent, wherein said airbag cushion possesses an effective fabricusage factor of less than about 0.0330. The effective fabric usagefactor is derived from an effective fabric usage index which concerns(and is defined as) the quotient of the total amount of fabric utilizedto manufacture the airbag cushion (measured in square meters) over thetotal volume of available inflation airspace within the airbag cushion(measured in liters). In order to exhibit a sufficiently low effectivefabric usage factor, the amount of fabric must be very low with acorrespondingly high available inflation airspace volume. Of course,this airspace volume will be the same for each factor since themeasurements of both factors (seam usage and fabric usage) are made forthe same bag. Such an airbag cushion may comprise at least two separatefabric panels or a single panel with portions which require connection(preferably through the utilization of at least one substantiallystraight seam). The inventive bag is able to provide high availableinflation airspace volumes due to the particular configurations of theused fabric panels or portions. The configurations permit more efficientutilization of fabric webs by cutting panels from the webs and producingless waste of unused fabric. The preferred embodiment is discussed ingreater detail below.

The effective fabric usage factor (as defined within the correlatingseam usage index formula, above) for the inventive airbag cushion thenis preferably less than about 0.0330, more preferably less than 0.030,still more preferably less than 0.029, even more preferably less than0.028, and most preferably lower than 0.027. Thus, the volume ofavailable inflation airspace within the airbag cushion should be asgreat as possible with the amount of fabric utilized reduced to itsabsolute minimum while still providing sufficient protection to apassenger in an automobile during a collision event.

A driver-side airbag will generally comprise a low amount of utilizedfabric but also does not provide a correlative high volume of availableairspace; and the prior art passenger-side airbags require large amountof fabric. Although the available inflation airspace volume in suchpassenger-side airbags is rather large, the total amount of utilizedfabric is too large to meet the aforementioned preferred effectivefabric usage factor within that index. The inventive cushion thereforeis relatively easy to manufacture, requires very low sewing, or similartype, attachment operations of its fabric panel components, requiresvery low amounts of fabric, but is also configured to provide an optimumlarge amount of available inflation airspace for maximum protection to apassenger during a collision event.

The present invention also provides an airbag cushion possessing therequired effective fabric usage factor which also comprises a loopedpocket for introduction of the inflator can of an inflator assembly. Themost preferred embodiment includes two mirror-image body panel sectionsand two substantially straight seams along corresponding lateralboundary edges. Any boundary segments of the body panels which are notjoined to one another are joined around the perimeter of a, preferably,rectilinear panel by a series of short, substantially straight seams.Such a configuration thereby forms a looped pocket in the airbag as wellas an overall inflatable cushion structure. The airbag itself need notbe created from two mirror-image body panel sections as anyconfiguration of fabric panels will function properly in this inventionas long as a three-dimensional inflatable cushion is formed during aninflation event and a looped pocket is created in the airbag in whichthe at least the inflator can of an inflator assembly is disposed.

Additional objects and advantages of the invention will be set forth inpart in the description which follows, and in part will be obvious fromthe description, or may be learned by practice of the invention. It isto be understood that both the foregoing general description and thefollowing detailed description of preferred embodiments are exemplaryand explanatory only, and are not to be viewed as in any way restrictingthe scope of the invention as set forth in the claims.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings, which are incorporated in and constituteapart of this specification, illustrate several potentially preferredembodiments of the invention (FIGS. 1-9, 10-18, and 19-26 each representindividual preferred embodiments) and together with the descriptionserve to explain the principles of the invention wherein:

FIG. 1 is an aerial view of a portion of a fabric web with linesindicating the specific preferred locations for cutting to form two setsof fabric panels to manufacture two separate inventive cushions, eachfor the inclusion within a vehicle restraint system configured within amodule which is stored substantially vertically.

FIG. 2 is an aerial view of a preferred cut fabric panel with second andthird smaller preferred cut panels connected thereto.

FIG. 3 is an aerial view of the connected preferred cut fabric panelsshowing the first folding step in producing the mouth portion of thetarget cushion.

FIG. 4 is an aerial view of the connected preferred cut fabric panelsshowing the second folding step in producing the mouth portion of thetarget cushion.

FIG. 5 is an aerial view of the connected preferred cut fabric panelsshowing the third folding step in producing the mouth portion of thetarget cushion as well as the entire connected fabric panel compositefolded over and connected to itself.

FIG. 6 is an aerial view of the preferred cut fabric front panel of thetarget cushion.

FIG. 7 is a front view of the finished target cushion showing thepreferred front panel and the substantially straight seams connectingthe front panel to the remaining preferred cut fabric panels.

FIG. 8 is a side view of the finished, unfolded, and non-inflated,target cushion.

FIG. 9 is a cut-away side view of a vehicle for transporting an occupantillustrating the deployment of an inflatable restraint cushion within avehicle restraint system according to the present invention.

FIG. 10 is an aerial view of a portion of a fabric web with linesindicating the specific preferred locations for cutting to form two setsof fabric panels to manufacture two separate inventive cushions, eachfor the inclusion within a vehicle restraint system configured within amodule which is stored substantially horizontally.

FIG. 11 is an aerial view of a preferred cut fabric panel with secondand third smaller preferred cut panels connected thereto.

FIG. 12 is an aerial view of the connected preferred cut fabric panelsshowing the first folding step in producing the mouth portion of thetarget cushion.

FIG. 13 is an aerial view of the connected preferred cut fabric panelsshowing the second folding step in producing the mouth portion of thetarget cushion.

FIG. 14 is an aerial view of the connected preferred cut fabric panelsshowing the third folding step in producing the mouth portion of thetarget cushion as well as the entire connected fabric panel compositefolded over and connected to itself.

FIG. 15 is an aerial view of the preferred cut fabric front panel of thetarget cushion.

FIG. 16 is a front view of the finished target cushion showing thepreferred front panel and the substantially straight seams connectingthe front panel to the remaining preferred cut fabric panels.

FIG. 17 is a side view of the finished, unfolded, and non-inflated,target cushion.

FIG. 18 is a cut-away side view of a vehicle for transporting anoccupant illustrating the deployment of an inflatable restraintcushion-within a vehicle restraint system according to the presentinvention.

FIG. 19 is an aerial view of a portion of a fabric web with linesindicating the specific preferred locations for cutting to form two setsof fabric panels to manufacture two separate inventive cushions, eachwhich provide means for an integrated mouth to form a pocket for thedisposition of an inflation can therein.

FIG. 20 is an aerial view of a preferred cut fabric panel with secondand third smaller preferred cut panels connected thereto.

FIG. 21 is an aerial view of the connected preferred cut fabric panelsshowing the entire connected fabric panel composite folded over andconnected to itself.

FIG. 22 is an aerial view of the preferred cut fabric front panel of thetarget cushion.

FIG. 23 is a front view of the finished target cushion showing thepreferred front panel and the substantially straight seams connectingthe front panel to the remaining preferred cut fabric panels.

FIG. 24 is a top view of the finished, unfolded and non-inflated, targetcushion.

FIG. 25 is a side view of the finished, unfolded and non-inflated,target cushion including the integrated mouth structure for thedisposition of an inflation can therein.

FIG. 26 is a cut-away side view of a vehicle for transporting anoccupant illustrating the deployment of an inflatable restraint cushionwithin a vehicle restraint system according to the present invention.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

Reference will now be made in detail to potentially preferredembodiments of the invention, examples of which have been illustrated inthe accompanying drawings. It is to be understood that it is in no wayintended to limit the invention to such illustrated and describedembodiments. On the contrary, it is intended to cover all alternatives,modifications and equivalents as maybe included within the true spiritand scope of the invention as defined by the appended claims andequivalents thereto.

Turning now to the drawings, wherein like elements are denoted by likereference numerals throughout the various views, in FIG. 1 there isshown a fabric web 10, wherein eight fabric panels to be cut 12, 14,16,18, 20, 22, 24, and 26 have been outlined. Also, specific fabricspieces to be removed and slits 28, 30, 32 within the two largest fabricpanels 12, 14 are outlined as well. The fabric web 10 in this specificexample comprised nylon 6,6, 630 denier yarns, woven on a jacquard loominto a fabric comprising 41 picks by 41 ends per inch.

In FIG. 2, two smaller preferred fabric panels 16, 18 have beenconnected to one preferred large fabric panel 12 by substantiallystraight seams 34, 36, 38, 40. The composite fabric structure now hastwo small fabric portions 39, 41 uncovered by the two smaller fabricpanels 16, 18. The free space 30 remains and an imaginary straight line42 denotes the future fold line within the fabric composite of thefabric panels 12, 16, 18.

In FIG. 3, tie-rods 31, 44 have been placed over the small fabricportions 39, 41 parallel to the seams 38, 40, and the fabric portions39, 41 have been folded back in a manner to form a right angle at thepoint of contact between the two portions 39, 41.

In FIG. 4, the small fabric portions 39, 41 have been folded over onceagain and seams 35, 37 have been produced to connect the fabric portions39, 41 to themselves and to the smaller fabric panels 16, 18. The foldedover fabric portions 39, 41 provide reinforcement in order to withstandinflation pressures at the mouth opening of the cushion.

In FIG. 5, the fabric panel 12 has been folded over imaginary line 42(in half) leaving one smaller fabric panel 16 in view (the other is notillustrated as it is now located on the bottom portion of fabric panel12 directly beneath smaller fabric panel 18). A seam 46 connects fabricpanel 12 to itself and also connects the smaller fabric panels 16, 18both to the larger panel 12 and to themselves. Upon unfolding of theconnected composite, the non-connected ends of the panel 12 will formthe same shape as the front panel 24 of FIG. 6. FIG. 7 then shows theseam 48 needed to sew the non-connected ends of the large panel 12 (ofFIG. 5), and FIG. 8 provides a side view of the finished cushion 50after all the connections through seams 34, 35, 46 have been made.

FIG. 9 shows a fully deployed inflatable restraint cushion 60 inopposing relation to an occupant 52 located on the front seat 54 of avehicle 56 such as an automobile, airplane, and the like. As shown, thecushion 50 may be outwardly deployed from the dash panel 57 by aninflation means 58 from a position directly opposite the occupant 52. Itis to be understood, however) that the cushion 50 may likewise bedeployed from any other desired location in the vehicle 56 including thesteering wheel (not illustrated), the vehicle side panels (notillustrated), the floor (not illustrated), or the backrest of the frontseat 54 for disposition in opposing relation to a rear passenger (notillustrated).

In FIG. 10 there is shown a fabric web 110, wherein eight fabric panelsto be cut 112, 114, 116, 118, 120, 122, 124, and 126 have been outlined.Also, specific slits 128, 129, 130, 32 within the two largest fabricpanels 112, 114 are outlined as well. The fabric web 110 in thisspecific example comprised nylon 6,6, 630 denier yarns, woven on ajacquard loom into a fabric 110 comprising 41 picks by 41 ends per inch.

In FIG. 11, two smaller preferred fabric panels 116, 118 have beenconnected to one preferred large fabric panel 112 by substantiallystraight seams 144, 146, 148. The composite fabric structure now has twosmall fabric portions 131, 150, 152 uncovered by the two smaller fabricpanels 116, 118. An imaginary straight line 142 denotes the future foldline within the fabric composite of the fabric panels 112, 116, 118,which is noticeably off-center relative to the center of the mouth M, inorder to ultimately allow for the bag to be deployed at an angle from ahorizontally disposed dashboard (not illustrated).

In FIG. 12, tie-rods 153, 155 have been placed over the small fabricportions 150, 152 which have been folded back over the tie-rods 153, 155as shown, folded again, as in FIG. 13, and connected to themselves byseams 154, 156. The folded over fabric portions 150, 152 providereinforcement in order to withstand inflation pressures at the mouthopening of the cushion.

In FIG. 14, the fabric panel 112 has been folded over imaginary line 142leaving one smaller fabric panel 116 in view (the other is notillustrated as it is now located on the bottom portion of fabric panel112 directly beneath smaller fabric panel 118). A seam 158 connectsfabric panel 112 to itself and also connects the smaller fabric panels116, 118 both to the larger panel 112 and to themselves. Upon unfoldingof the connected composite, the non-connected ends of the panel 112 willform the same shape as the front panel 124 of FIG. 15. FIG. 16 thenshows the seam 159 needed to sew the non-connected ends of the largepanel 112 (of FIG. 14), and FIG. 17 provides a side view of the finishedcushion 160.

FIG. 18 shows a fully deployed inflatable restraint cushion 160 inopposing relation to an occupant 162 located on the front seat 164 of avehicle 166 such as an automobile, airplane, and the like. As shown, thecushion 160 may be outwardly deployed from the dash panel 167 by aninflation means 168 from a position directly opposite the occupant 162.It is to be understood, however, that the cushion 160 may likewise bedeployed from any other desired location in the vehicle 166 includingthe steering wheel (not illustrated), the vehicle side panels (notillustrated), the floor (not illustrated), or the backrest of the frontseat 164 for disposition in opposing relation to a rear passenger (notillustrated).

In FIG. 19 there is shown a fabric web 210, wherein eight fabric panelsto be cut 212, 214, 216, 218, 220, 222, 224, and 226 have been outlined.Also, specific fabrics pieces to be removed and slits 228, 230, 232within the two largest fabric panels 212, 214 are outlined as well. Thefabric web 210 in this specific example comprised nylon 6,6, 630 denieryarns, woven on a jacquard loom into a fabric 210 comprising 41 picks by41 ends per inch.

In FIG. 20, two smaller preferred fabric panels 216, 218 have beenconnected to one preferred large fabric panel 212 by substantiallystraight seams 234, 236, 238, 240. An imaginary straight line 242denotes the future fold line within the fabric composite of the fabricpanels 212, 216, 218.

In FIG. 21, the fabric panel 212 has been folded over imaginary line 242(in half) leaving one smaller fabric panel 216 in view (the other is notillustrated as it is now located on the bottom portion of fabric panel212 directly beneath smaller fabric panel 218). A seam 244 connectsfabric panel 212 to itself and also connects the smaller fabric panels216, 218 both to the larger panel 212 and to themselves. Upon unfoldingof the connected composite, the non-connected ends of the panel 212 willform the same shape as the front panel 224 of FIG. 22. FIG. 23 thenshows the seam 252 needed to sew the non-connected ends of the largepanel 212 (of FIG. 21), and FIG. 24 provides a top view of a finishedcushion 260 and showing a looped pocket 250 for an inflation means andFIG. 25 provides a side view of a finished cushion 260 after all theconnection through seams 234, 244, 248 have been made.

FIG. 26 shows a fully deployed inflatable restraint cushion 260 inopposing relation to an occupant 262 located on the front seat 264 of avehicle 266 such as an automobile, airplane, and the like. As shown, thecushion 260 may be outwardly deployed from the dash panel 267 by aninflation means 268 from a position directly opposite the occupant 262.It is to be understood, however, that the cushion 260 may likewise bedeployed from any other desired location in the vehicle 266 includingthe steering wheel (not illustrated), the vehicle side panels (notillustrated), the floor (not illustrated), or the backrest of the frontseat 264 for disposition in opposing relation to a rear passenger (notillustrated).

These specific configurations and shapes provide the lowest overallfabric usage as compared to the available inflation airspace volume.Specific measurements for each inventive cushion manufactured in thisconfiguration (but with different amounts of fabric utilized) arefurther described in Table 2, below.

Each of the panels utilized in these preferred embodiments may be formedfrom a number of materials including by way of example only and notlimitation woven fabrics, knitted fabrics, non-woven fabrics, films andcombinations thereof. Woven fabrics may be preferred with woven fabricsformed of tightly woven construction such as plain or panama weaveconstructions being particularly preferred. Such woven fabrics may beformed from yarns of polyester, polyamides such as nylon 6 and nylon-6,6or other suitable material as may be known to those in the skill in theart. Multifilament yarns having a relatively low denier per filamentrating of not greater than about 1-4 denier per filament maybe desirablefor bags requiring particular good foldability.

In application, woven fabrics formed from synthetic yarns having lineardensities of about 40 denier to about 1200 denier are believed to beuseful in the formation of the airbag according to the presentinvention. Fabrics formed from yarns having linear densities of about315 to about 840 are believed to be particularly useful, and fabricsformed from yarns having linear densities in the range of about 400 toabout 650 are believed to be most useful.

While each of the panels maybe formed of the same material, the panelsmay also be formed from differing materials and or constructions suchas, without limitation, coated or uncoated fabrics. Such fabrics mayprovide high permeability fabric having an air permeability of about 5CFM per square foot or higher, preferably less than about 3 CFM persquare foot or less when measured at a differential pressure of 0.5inches of water across the fabric. Fabrics having permeabilities ofabout 1-3 CFM per square foot may be desirable as well. Fabrics havingpermeabilities below 2 CFM and preferably below 1 CFM in the uncoatedstate may be preferred. Such fabrics which have permeabilities below 2CFM which permeability does not substantially increase by more than afactor of about 2 when the fabric is subjected to biaxial stresses inthe range of up to about 100 pounds force may be particularly preferred.Fabrics which exhibit such characteristics which are formed by means offluid jet weaving may be most preferred, although, as noted previously,weaving on jacquard and/or dobby looms also permits seam productionwithout the need for any further labor-intensive sewing or weldingoperations.

In the event that a coating is utilized on one or more material panels,neoprene, silicone urethanes or disperse polyamides may be preferred.Coatings such as dispersed polyamides having dry add on weights of about0.6 ounces per square yard or less and more preferably about 0.4 ouncesper square yard or less and most preferably about 0.3 per square yard orless may be particularly preferred so as to minimize fabric weight andenhance foldability. It is, of course, to be understood that aside fromthe use of coatings, different characteristics in various panels mayalso be achieved through the use of fabrics incorporating differingweave densities and/or finishing treatments such as calendaring as maybe known to those in the skill of the art.

While the airbag cushions according to the present invention have beenillustrated and described herein, it is to be understood that suchcushions may also include additional components such as shape definingtethers, gas vents, and the like as may be known to those in the skillof the art.

With regard to comparable airbag cushions, the following table presentscomparative seam usage factors for other well known and commerciallyavailable airbag cushions. The labels used are those used withinStandard & Poor's DRI, a well known publication which denotes manydifferent types of products offered for sale to the automotive industry.

TABLE 1 Fabric Usage Index Factors for Comparative CommerciallyAvailable Airbag Cushions Usage Total Amount Available Inflation S&P DRIof Fabric Used Airspace Volume Fabric Number (m)(“C”) (L)(“B”) Factor(C/B) GM-C4 4.47 95.00 0.0471 W202 4.34 129.00 0.0337 GM4200 3.89 90.000.0432 414T 4.35 128.00 0.0340 CY 4.34 128.00 0.0339 CF 4.53 128.000.0354

The 414T and CF bags listed above are tilted cushions for use inconjunction with relatively horizontal dashboards. The others are usedin conjunction with substantially vertically configured dashboards.

Generally, an airbag module manufacturer or automobile manufacturer willspecify what dimensions and performance characteristics are needed for aspecific model and make of car. Thus, airbag inflation airspace volume,front panel protection area (particularly for passenger-side airbagcushions), and sufficient overall protection for a passenger are suchrequired specifications. In comparison with those commercially availableairbag cushions listed above, the inventive airbag cushions which meetthe same specifications (and actually exceed the overall passengerprotection characteristics versus the prior art cushions) but requireless fabric, less seam length for sewing operations, and thus costappreciably less than those competitive cushions. The dimensions andseam usage factors for the inventive bags (which compare with those inTable 1, above, directly, and as noted) are presented below in tabularform:

TABLE 2 Fabric Usage Index Factors for Inventive Airbag Cushions inCorrelation to the S&P DRI Numbered Airbag Cushions Requiring SimilarDimensions and Performance Characteristics Correlated Total AmountAvailable Inflation Bags by Usage of Fabric Used Airspace Volume FabricS&P DRI Number (m)(“C”) (L)(“B”) Factor (C/B) GM-C4 2.41 95.00 0.0253W202 3.50 129.00 0.0271 GM4200 2.58 90.00 0.0287 414T 3.64 128.00 0.0284CY 3.64 128.00 0.0284 CF 3.50 128.00 0.0273

Clearly, the inventive bags, which possess the same available inflationairspace volume and front fabric panel area as the comparative prior artcommercially available cushions (bags), require much less in the way oftotal fabric utilization, which thus correlates into overall much lowereffective fabric usage factors. Furthermore, as noted above, in standardcrash tests, these inventive bags (cushions) either performed as well asor outperformed their commercially available, more expensive,counterparts.

While specific embodiments of the invention have been illustrated anddescribed, it is to be understood that the invention is not limitedthereto, since modifications may certainly be made and other embodimentsof the principals of this invention will no doubt occur to those skilledin the art. Therefore, it is contemplated by the appended claims tocover any such modifications and other embodiments as incorporate thefeatures of this invention which in the true spirit and scope of theclaims hereto.

1. An airbag cushion comprising at least one fabric blank, wherein: saidat least one fabric blank is symmetrical about a first line of symmetryand has a plurality of edges, said edges including: two edgessubstantially perpendicular to said line of symmetry, each of said twoedges having a respective first end remote from said line of symmetryand extending from said respective first end, toward said line ofsymmetry, to a respective second end, and at least one additional edgeextending between said respective first ends of said two edges; saidfabric blank comprises a cutout adjacent said line of symmetry and saidsecond ends of said two edges; and when said fabric blank is foldedabout said line of symmetry and said two edges are seamed to oneanother: a substantially oblong opening is formed; said at least oneadditional edge defines a perimeter of said substantially oblongopening; and said cutout forms a second opening opposite saidsubstantially oblong opening.
 2. The airbag cushion set forth in claim1, wherein said second opening is a mouth.
 3. The airbag cushion setforth in claim 1, further including a second blank forming asubstantially oblong closure portion, said substantially oblong closureportion being seamed to said substantially oblong opening.
 4. The airbagcushion set forth in claim 1, wherein said airbag cushion comprises alooped pocket into which an inflator canister may be disposed.
 5. Anairbag cushion comprising at least one fabric blank, wherein: said atleast one fabric blank is symmetrical about a first line of symmetry andhas a plurality of edges, said edges including: first and second edgessubstantially parallel to said line of symmetry, each of said first andsecond edges having a respective first end and a respective second end;a third edge, said third edge having a first end and a second end, saidfirst end of said third edge intersecting said first end of said firstedge, said third edge extending from said first edge toward said line ofsymmetry, a fourth edge, said fourth edge having a first end and asecond end, said first end of said fourth edge intersecting said firstend of said second edge, said fourth edge extending from said secondedge toward said line of symmetry, and four additional edges extendingbetween said respective second ends of said first and second edges; saidfabric blank comprises a cutout adjacent said line of symmetry and saidsecond ends of said third and fourth edges; and when said fabric blankis folded about said line of symmetry and said third edge is seamed tosaid fourth edge, a substantially oblong opening is formed; said firstand second edges define one side of the perimeter of said oblongopening; and said cutout forms a second opening opposite saidsubstantially oblong opening.
 6. The airbag cushion set forth in claim5, wherein said second opening is a mouth.
 7. The airbag cushion setforth in claim 5, wherein said airbag cushion comprises a looped pocketinto which an inflator canister may be disposed.
 8. The airbag cushionset forth in claim 5, further including a second blank forming asubstantially oblong closure portion, said substantially oblong closureportion being seamed to said substantially oblong opening.
 9. The airbagcushion set forth in claim 5, wherein said third and fourth edges arecollinear.
 10. An airbag cushion having at least one fabric component,wherein said airbag cushion comprises: a body fabric panel having aplurality of lateral boundary edges, the body fabric panel being foldedalong a fold line over itself, and joined along two of its lateralboundary edges adjacent and perpendicular to the fold line by a firstsubstantially straight seam, and other lateral boundary edges definenon-joined boundary edges; a front fabric panel having a plurality oflateral boundary edges, the front fabric panel being joined around itsperimeter to the non-joined boundary edges of the body fabric panel byat least one; a mouth opening for introducing an inflation means, themouth opening being formed by a cutout in the body fabric panel, saidcutout being adjacent the fold line and said first seam.
 11. The airbagcushion set forth in claim 10, wherein said body fabric panel is formedby two mirror-image body panel sections joined by a substantiallystraight seam.
 12. The airbag cushion of claim 10, wherein smallerfabric panels are connected to the body fabric panel at the mouthopening, by substantially straight seams.
 13. The airbag cushion ofclaim 12, wherein the mouth opening is reinforced by smaller portions ofthe body fabric panel which are folded over and connected to themselvesas well as to the smaller fabric panels.
 14. The airbag cushion of claim10, further including tie rods positioned adjacent said mouth.